I would have thought the R1R at the end of the part number would be a designator for the Nirmod mk1R jets, it is possible they modified loads of bits during the conversion making them mk1R specific.

6M4 is Nimrod from what I remember of the drawing sets, I was thinking these brackets were part of the nosewheel compartment on the mk1R which had large panels that opened on at least the Port side of the jet, the mr2P had a Doppler radar fitted in the bay behind the nosewheel just fwd of the bomb bay but on a mk1R it housed something else, I recall seeing one open on the deck at Wadd a few years ago but no idea what it was for. It is entirely possible main gear door brackets were modified to act as hinges for the nose compartment but it is difficult to find many pictures of a mk1R on the deck in bits……

Perhaps a close look at the one at Cosford or EMA would show these up – Mike

There is/ was an AP specifically covering storage of Nimrod MR2 outside for prolonged periods, it was released circa 1990 and was used for the basis to store the following jets outside for around five and half years:

XV234
XV242
XV247
XV249

All four of these jets were returned to flying conditions post storage, the first three in the list being used to support the MRA4 program, the latter being converted to a mk1R to replace the loss of XV666 back in 1995.

One of the operations for storage outside was to coat the external surfaces with PX32 (a waxoil type fluid) Made the jets look terrible from a photographic perspective but did a very good job in preventing corrosion considering they were parked on one of the pans on the Northern loop close to the waters of Burghead bay.

A major issue we found when taking the three jets to bits in 96/97 was the build up of water in the tail section, especially within the section that used to house the flare magazine, just forward of the Mad Boom, to be honest if you can’t stop the water getting in remove some of the fasteners to let the rain water out rather than build up with the added complications if the water were to freeze. The lower engine bay doors also retain lots of water (nice shower when you open them).

Perhaps you can contact some of the chaps that worked in the NMSU early 90’s as they might recall the AP number, lastly is the RUBB hanger no longer viable to put the aircraft in, although it’s quite a few years since I was last at Kinloss – Mike

BBC is free of adverts which offers a great F1 experiance, the ITV coverage was let down by adverts breaking up the race coverage but they are a comercial company funded by adverts, whilst its not good for the viewer they had no real option.

Enter Sky, funded as a subscription service (over and above what you have to pay to the government in taxation to watch a TV in this country), if they expect to break up a race with adverts having paid to watch the race then they won’t be getting a penny from me.

Subscription TV for sporting events (although it is debatable whether F1 is a true sport these days) needs to be advert free from the start to the finish of ANY event unless said even contains “half time” etc providing a natural break in the competition – Mike

What about this one

Here – Mike

Producing a generic guide is gound to be a nightmare as there are so many different substances that could be on an airframe, even when you think you have a full list for a specific aircraft there as always the chance of finding something strange once you start taking it to bits.

The Uranium is known as DU235 the DU meaning Depleted Uranium, its not radioactive, as I recall the surface corrosion of this material can be harmful if not handled correctly, last time I encountered this substance was taking a Nimrod AEW to bits (Elevator mass balance). Makes great rivetting dollys though……

A far from definitive list:

Radar coolant
Hydraulic fluid
Asbestos
Chromate (if paint stripping with blasting equipment, get this wrong and you can contaminate a whole hanger in a very short amount of time)
Fuel
Hydrazine
Stontium Chromate capsules (to prevent bacterial growth in fuel tanks)
Barium Oxide
Magnesium (Only really dangerious if it catches fire)

Even when you know the aircraft type and what it contains in terms of substances you can be caught out, for example when taking a Nimrod MR2P to bits we found a rather strange blue/ back poweder under the floor in quite large quantity. When analysed it transpired to be burnt paper from the paper rolls that had the sonar data “burnt” on to them by an elctrically charged stylus, the dust was collected by an onboard vac system, a broken pipe is where loads of strange looking powder had come from! – Knowing where your nearest chemical lab that can analyse unknown substances is vital – Mike

With a fence that coves a few miles all around the site its more probable that a “spotter” will see someone breaking in and know the correct phone number to alert the authorities.
The airports often get a helping hand from “spotters” some airports even give out information regarding inbound flight times/ delays etc over the radio for them to hear (I know one local to me that does this and its not Blackpool) – The airport would be better off with spotters on their side rather than trying to alienate a group that are effectively unpaid additional eyes for the security – Mike

If I can find the 75th anniversary publication they released from the Kingston site circa 88/ 89 I will scan it etc as it makes a very interesting read, no idea where it is having spent an hour looking for it, I only read through last month so its around some where.

Good news though I have found all the negatives taken at RAF Kinloss when we took the Nimrods to bits back in 96/ 97 and I thought they were lost for good!
There are in excess of 1000 negs, of no significance re Kingston but finding them has made my day. Now to carry on turning the house upside down looking for a 25 year old magazine – Mike